Posts Tagged ‘BRM P261’

(HAGP)

Stewart, Hill, Clark, yellow nosed black bodied Gardner, Palmer looking like Clark, Martin in red and Geoghegan white- BRM P261 by two, Lotus 39, yellow nose Brabham BT11A, Lotus 32B of Palmer, red Brabham BT11A of Martin (all but the BRM’s Coventry Climax FPF powered) and Leo’s white Lotus 32 Ford. AGP- the off 20 February 1966 and what a marvellous vista Lakeside is…

The front row of the grid pretty much summed up the 1966 Tasman Cup, the two BRM P261’s driven by Hill and Stewart, two of the finest racers of their time were the class of the field powered by 1.9 litre versions of the ‘P56’ V8’s which won so many races during the 1961-1965 1.5 litre F1, they were quickest cars on the circuit throughout the weekend right from the first session on Friday having recorded laps of 55.5 and 55.8 for the Brit and Scot repectively.

Much of the pre-race press interest centred on the strong BRM presence which included three chassis ‘Graham Hill driving the same car with which he won the 1965 Monaco and US Grand Prix’ and a team of three mechanics, Rivers Fletcher doing public relations all led by Team Manager Tim Parnell- lets come back to BRM’s Australasian representation in a little bit.

Lakeside razzmatazz included girls dressed in chequered flag bikinis, a bagpipes group and a brass band in addition to the on-circuit attractions which included international drivers Clark, Hill, Stewart and Gardner.

David Harding, secretary of the Queensland Motor Sporting Club, quoted the total value of the cars at $A300,000…

Stewart had a huge points lead going into the Lakeside meeting with much expected of Clark after his first win of the series at Warwick Farm the week before.

In New Zealand Graham Hill showed BRM’s form early, winning the opening round, the NZ Grand Prix at Pukekohe on 8 January by 1.5 seconds from Stewart, in P261 ‘2616’ before returning home to the UK to continue tyre and other testing duties. He travelled back south arriving at Mascot for the first of the Australian races, the ‘Warwick Farm 100’, on 13 February.

Richard Attwood won at Levin the following weekend after Stewart had gearbox selector problems having completed 9 laps- Jim Clark was second and Spencer Martin third, Jackie Stewart continued the Bourne boys great form and won the Lady Wigram Trophy at the Wigram RNZAF base the following weekend of 22 January.

Stewart completed a clean sweep of the first four races for the P261 before crossing ‘The Ditch’- the Tasman Sea for Australia- Jackie won the Teretonga International from Frank Gardner and Jim Palmer- the latter had a great season of speed and reliability in the Lotus 32B chassis aboard which Clark took the Tasman Cup twelve months before.

Teretonga wasn’t such a great race for Dick Attwood, as his car ‘2617’, was tagged from behind in the first corner ‘The Loop’ into soft earth whereupon the it rolled trapping the hapless Brit underneath- Spencer Martin and local driver Ian Dawson, also involved in the melee, jumped from their Brabhams and helped marshalls right the car and release the driver.

In fact a ‘switcheroo’ in the cars of Jackie and Richard took place at Wigram. Attwood had his ‘2614’ going like a missile in practice thanks to some judicious testing of bars, tyre pressures and ride-heights with Alan Challis, at which point, Jackie, getting the hang of this Number One Driver caper in Hill’s absence said ‘I’ll have a crack in that’- and so he did winning The Lady Wigram Trophy’ in ‘2614’ the following day.

He kept the same car at Teretonga so the machine, the front bulkhead of which was badly bent, was off for a rebuild to Bourne. It was the car Jackie had raced throughout the 1965 F1 season- ‘2617’ the strength of which would save his life at Spa in mid-1966. We will come back to the individual chassis’ later in the article.

Whilst the drivers flew to Sydney on the Monday after Teretonga Tim Parnell supervised the shipping of ‘2614’ and ‘2616’ to Sydney whilst ‘2617’ headed back to Liverpool, and thence Bourne into the tender hands of the boys in the build shop.

Gardner at left, Attwood, Stewart- Brabham BT11A and two BRM P261s- the off at Wigram 1966. Stewart won from Attwood and Jim Palmer with Frank a DNF after an accident on lap 4 when his brakes failed and he cannoned into Jim Clark, taking them both out of the race (Wigram)

 

Under the Tote building, Pukekohe. JYS’ P261 chassis ‘2617’, in all of its elegant glory, 1966. Which of the BRM mechanics is it folks? The car is fitted with a P56 type 1930cc engine- inlets between the Vee and exhausts exiting thru the ‘letterbox’ orifice in the side of the monocoque, in BRM speak. Note the colour of the car, red nose band, big BRM badge and air relief ducts atop the nose and tail section leaning up against the wall (CAN)

At Warwick Farm Jim ran away and won by 21 seconds from Hill, Gardner, Stewart, Martin and Palmer, click here for a piece on that meeting; https://primotipo.com/2018/07/03/1966-warwick-farm-100/

Clark had carburetion problems with his 2.5 litre Coventry Climax FPF engine throughout the Lakeside weekend but still managed to pop the car onto row two of practice on the two by two car grid together with Frank Gardner’s similarly powered Brabham BT11A. The Lotus 39 was another mighty car from the Lotus 25/33 continuum but the good ole FPF was struggling a bit from 1966 given the entry into Tasman racing of the BRM and Repco V8’s.

Spencer Martin in the Scuderia Veloce BT11A, and Leo Geoghegan going like a jet in his Lotus 32 was the first of the ANF1.5 twin-cams, a mighty impressive performance on this power-fast-100mph lap average circuit.

Jim Palmer and Greg Cusack shared the next row and the rest- Bartlett, McDonald, Harvey, Andy Buchanan Denis Marwood, Mel McEwin and local boy Glynn Scott rounded out a small field after ‘CAMS cut the grid from 20 to 15 cars’ in the interests of safety.

Graham Hill alights his BRM whilst Spencer Martin’s Brabham BT11A Climax enters the paddock- Glynn Scott, Lotus 27 Ford twin-cam 1.5 approaches in the distance. This is the damp Saturday afternoon session (K Drage)

 

Magnificent photograph of mutual respect and affection, racer/mechanic Ray Parsons and Jim Clark ponder the next change (B Thomas)

 

Clark in the very sweet Lotus 39 Climax on Saturday afternoon in the wet- exiting The Karussel (K Drage)

 

Lakeside 20 February 1966. Dunlop’s Vic Barlow at left, Hill suiting up and ‘Dobbin’ Challis beside Graham’s ‘2616’ whilst Jimmy Collins and Stan Collier look after Jackie’s ‘2614’ behind (BRM 3)

Sunday dawned cloudy and hot, the crowd got a magnificent days motor racing on this, the first occasion Lakeside held an AGP, for their four-dollar entry fee!

In addition to the feature race there were two 10 lap heats for the Tasman cars both won by BRM- Hill won the first from Gardner and Martin and Stewart took the second from the Clark and Geoghegan Lotuses.

Stewart and Hill settled into their front row grid slots and howled away from the off- Stewart, Hill, Clark and Gardner led the high speed train, then Martin, Palmer and Geoghegan.

Cusack got by Geoghegan on lap 5 with ‘Hill tied to Stewart as if by string’, Stewart set a scorching pace from the start, thrilling the crowd, despite this Hill was close behind and always within striking distance.

The race developed into three tough fights between Stewart and Hill up front, then Clark just ahead of Gardner and then a flying wedge of Palmer, Cusack and Geoghegan.

’The race pitch at this point had the crowd running from vantage point to vantage point, a rare thing in open-wheel competition, and to really set the seal on the excitement, the tail closed up and made a magnificent show as Marwood, Harvey, Buchanan, McDonald and Scott raced wheel to wheel’ Des White wrote in his HAGP race report.

Stewart’s gearbox cried enough on lap 28- it was this element of the BRM P261 which became its weak link at 1.9 litres and even much more so at the 2.1 litre capacity the Bourne team raced these cars in the 1967 and 1968 Tasmans.

’Stewart was very hard on gearboxes…Hill suffered persistent clutch slip in the last two races, but otherwise the BRM’s were very reliable. So they should have been too, with the massive Owen group effort which included a public relations man’ wrote Bill Tuckey. Bill is a bit hard on Jackie, the ‘box was the problem not JYS lack of mechanical sympathy.

Then Cusack clipped Palmer in the Eastern Loop when Jim braked a little early and Leo kissed Greg causing Cusack to spin and Geoghegan to re-enter the circuit 100 metres down the road- both retired with bent or busted suspension components shortly thereafter.

Frank Gardner in one of two Brabham BT11A’s Alec Mildren Racing raced that summer, Climax engined, the other was Maserati 2.5 V12 powered and ran in Warwick Farm and Sandown practice- pre-race hype promoted the Brabham Maserati at Lakeside but the car did not make the trip from Sydney (unattributed)

 

Jim Clark from Frank Gardner with Spencer Martin’s Brabham BT11A just back a bit- third, second and DNF clutch (autopics.com)

Frank Gardner was still pushing Jim Clark hard- he had a great summer in Mildren’s BT11A with better FPF reliability than some- but FG was mighty quick too, i’m not implying his results were solely due to reliability. Then Jim’s Climax took a turn for the worst- losing its edge further so Frank was through to second from Hill up front- Hill won at an average speed of 94.9mph from Gardner, Clark and Palmer.

Hill and Stewart both did equal fastest laps of 55.9 seconds- one second adrift of Clark’s 54.9 second lap record set in the Lotus 32B the year before. Kevin Bartlett’s Alec Mildren Racing Brabham BT2 Ford was the first of the ANF1.5s home in another drive which convinced Mildren KB was ready for the step up into the more demanding 2.5s- something he did with great aplomb later in the year.

Clark’s carburetion problems persisted throughout the series and were solved by John Sheppard when the car passed into his care after Leo Geoghegan acquired it by the simple expedient of solid carburettor mounts.

Jackie fires up the now ‘Central exhaust’ P68 powered ‘2614’ before heading out of the Lakeside paddock. Jimmy Collins, Vic Barlow and Tim Parnell watched by a group of local enthusiasts (BRM 3)

 

(HAGP)

Graham Hill nose up at Lakeside in a car that was so kind to him- the BRM P261, a machine with which he was synonymous, not the BRM he used to win his 1962 World Title but one he raced from 1963 all the way into 1966 with the H16 BRM P83 duly recognised.

(B Thomas)

Jim Clark with Andy Buchanan on the outside, Brabham BT7A Climax, who finished seventh.

BRM and The Antipodes 1966…

The Owen Organisation had extensive business interests in Australasia (it would be interesting to create a list of the British transnational’s subsidiaries in this part of the world at the companies height) and had of course raced here before- Ken Wharton thrilled Kiwi crowds in a P15 V16 in 1954 at Ardmore and Wigram and Ron Flockhart did all of the NZ Internationals in a front-engined P25 in 1959 whereas the 1961 campaign was a full works representation of two P48 mid-engined 2.5 litre F1 cars- these were raced by Graham Hill and Dan Gurney and on this occasion the visitors came to Australia as well as New Zealand. See here; https://primotipo.com/2019/11/18/ken-wharton-and-brms-grand-turismo-south-in-1954/ and here; https://primotipo.com/2018/03/16/bourne-to-ballarat-brm-p48-part-2/

The local promoters led by Ron Frost (NZ) and Geoff Sykes (Oz) had been doing their job in trying to seduce BRM back here and had a ‘red-hot go’ for 1965 given by that stage BRM had an 1880cc ‘P60’ version of their P56 V8, it was thought the P261 so powered would have been competitive with the 2.5 litre (mainly) Coventry Climax engined ‘Tasman Special’ Brabhams and Lotuses.

In essence Tasman races were 100 miles and had no minium weight limit whereas GP’s were 200 miles in duration and the cars had minimum weight limits so Ron Tauranac’s ‘Intercontinental’ Brabhams, for example, were designed and built to the Tasman formula or rules. Tony Rudd, backed by Graham Hill, felt the P261 at 1880cc would not be a competitive Tasman Cup mount in that the cars would be too heavy and not powerful enough- underlying their opposition (in a document reproduced by Doug Nye in BRM 3) was the (correct) belief that the Tasman program would detract from their 1965 F1 program in the same way Sir Alfred Owen’s BRM-Rover turbine Le Mans racer grabbed scarce resources in 1963 and 1964- it too was foisted upon Rudd and ORO (Owen Racing Organisation) at short notice.

However, in late 1965 Sir Alfred was resolute, the broader commercial needs of the Owen Group (the establishment of an Austin-Morris production facility in NZ, with Owens to provide the necessary components) were met by having ORO’s presence in the 1966 Tasman Cup and as a consequence the team had to ‘make it work’ despite being up to their armpits in the new for 1966, immensely complex, BRM P83’s H16 engine.

Ron Flockhart, BRM P25 during the 10 January 1959 NZ GP on the Ardmore airfield circuit- DNF oil leak, the race won by Stirling Moss’ Cooper T45 Climax FPF 2 litre (Ardmore)

 

Dan Gurney on the way to the BRM P48’s only International win, the Victorian Trophy at Ballarat Airfield, Victoria 12 February 1961 (unattributed)

Geoff Johnson and his engine design team squeezed the P56 V8 up again from 1880cc to 1916cc and then 1930cc- the latter became the definitive 1966 Tasman spec engine used throughout that summer.

These motors gave between 260 and 270 bhp, which despite the weight of the P261 chassis, was more than enough to trump the circa 240bhp ‘Tasman Specials’. These motors and P61 Mark 2 chassis ‘2616’ Graham’s regular 1965 F1 car first raced to a win by him upon its debut at Watkins Glen in 1964, Jackie in his normal ‘2517’, the last P61 built during the winter of 1964-5 for JYS debut season, and old ‘2614’, first raced by Graham in the 1964 Aintree 200 and used as the team spare throughout 1965 were sent to New Zealand on the SS Tasmania Star which left Liverpool on 29 November and arrived in Auckland on 23 December.

Of interest is that ‘2616’ lives as does ‘2614’ whereas ‘2617’ whilst destroyed and scrapped after Jackie’s death defying 1966 Spa crash was recreated for Richard Attwood as ‘2617R’ in the late nineties- a lovely bit of symmetry given Richard rolled it at Teretonga in 1966 when he was part of others ‘moment’. Finally, for the record, a total of one P61 Mk 1 was built, chassis ‘611’ and six P61 Mk 2’s- chassis ‘2612’ to ‘2617’. The P61 Mk1 ‘611’ was scrapped in 1963 but all of the P61 Mk2’s live, thank goodness.

Despite broken ring problems in testing at Bourne, with a very careful running regime when a motor was first used which involved abnormally large amounts of engine oil in the fuel- the motors proved very reliable throughout that summer- a bonus for Team Manager Tim Parnell and the mechanics- Allan Challis, Jimmy Collins and Stan Collier, the later seconded by Parnell.

One of the compromises made to meet the needs of preparation for the new 3 litre F1 as well as being competitive in Australasia was the appointment of Tim Parnell as Team Manager and secondment of Stan Collier into the ORO group for the trip rather than Tony Rudd and another BRM mechanic make the trip.

Son of Reg- Tim was a racer to the core who had stepped very ably from the cockpit to running his fathers F1 race team upon Reg’ sudden death in January 1964 and was well known to BRM as a customer using BRM V8’s and cars for some years.

And so the scene- cars, engines, drivers, technicians and team management were put in place for an immensely successful summer in competition and commercial terms- seven of eight championship rounds and nine of ten races won with the Tasman Cup secured by Jackie Stewart bolstering even further BRM’s ‘cub’ drivers confidence who had already won his first GP in his first F1 season of 1965 at Monza no less.

‘Technical Tim- plug changing on Graham’s ‘2616’. Very popular, avuncular Tim had spent his entire life in racing and farming- thanks to his father- former BRM V16 driver and pig-breeder Reg Parnell. Tim had been a racing driver before his father’s untimely death in 1964, whereupon he had taken over full-time management of Parnell Racing’ wrote Doug Nye (BRM 3)

 

(B Betti)

BRM V8 Engine Types/Designations…

I wrote an article about the ‘Stackpipe’ BRM P57/578 in which Bourne and Graham Hill won their 1962 titles and covers the P56 engine in a bit of detail which still stacks up ok, see here; https://primotipo.com/2016/02/05/motori-porno-stackpipe-brm-v8/

It is a bit wanting in terms of the ‘P56’ engine derivatives though, so, having picked over ‘BRM 3’ Doug Nye’s treasure trove of all things Bourne here is a summary of the motors if for no other reason than to provide myself a simple list to refer to the next time i tangentially cover this amazingly, long lived series of race engines.

‘P56’ 1.5 litre V8

Initial design as per the link above- 68.5mm bore and 50.8mm stroke for 1497.7cc. DOHC gear driven two-valve Lucas injected with ‘conventional’ cross flow disposition of inlet and exhaust valves

The engines first drawings of 300 in total were issued in January 1961, the first batch of components received in April 1961, assembly of the engine commenced that June with the first one fired up on 12 July 1961

170bhp was produced by the end of August with the engine first tested against the competition at Monza over that tragic September weekend. Racing began in 1962 with the ‘Stackpipe’ exhausts fitted- 185bhp

Ongoing development gave rise to the 195bhp ‘Monza’ spec which won the 1962 championship

For 1963 a single plane crank version was developed, this allowed the use of a coupled exhaust system which gave the engine a broader power band- with development this produced 205bhp

‘P60’ 1.9 litre V8 1964

1880cc engine developed at Richie Ginther’s suggestion for the 2 litre sportscar class in the US, in original form it produced 240bhp

P56 1.5 litre V8 ‘Stackpipe’ nestled in one of Graham Hill’s P57/578 chassis during 1962

 

P68 1.5 V8 in the 1964 Monza paddock

‘P68’ 1.5 litre V8 late 1964

Between the Vee exhaust layout- exhaust ports in the Vee, inlets located between the cam-boxes. The space around the engine was unobstructed by exhaust pipes which allowed a stiffer tub to be built and an extra 5 gallons of fuel to be carried

First appearance Monza 1964- first win at Watkins Glen- work over the winter of 1964-5 led to engines giving 215bhp

By the end of the 1.5 litre Formula the best of the engines gave 220bhp and weighed 264pounds

2 litre V8

1916cc and the ‘definitive’ 1966 Tasman engine of 1930cc in capacity

T56 variant gave 260bhp and T68 version 270bhp- both types were used in ORO’s successful 1966 Tasman campaign as close scrutiny of some of the photographs demonstrates

1998cc sportscar version for Matra in 1956 was P56 type with the taller P123 blocks. Fitted to MS620 coupes- these engines with alternators etc designated P100

One of the P261’s in the Warwick Farm paddock in February 1966- P68 1930cc (B Wells- The Roaring Season)

 

One of the BRM mechanics persuades the P56 2 litre V8 fitted to Peter Arundell’s works Lotus 33 to start during the 1966 US GP weekend at Watkins Glen. He was sixth in the race won by Jim Clark’s Lotus 43 BRM H16- famously that wonderful, complex, mad engine’s only win

P111: 2.1 litre V8

1967 Tasman and beyond specifications

Two engines built initially of 2070cc and gave 287bhp and 292bhp- used the taller P123 blocks

Six engines were converted by the time of the 1967 Tasman – 2 P56 type and 4 P68 exhaust within the Vee type. Engines very reliable, the weakness of the package was the magnesium cased lightweight  P72 six-speed gearboxes which were never designed with the power and torque- and tyre grip by then being produced

Type 80: 1.5 litre Straight-four cylinder Formula 2 engine

’Half’ of one of the 2 litre V8’s – soon gave in excess of 130bhp.

P80 1 litre, four cylinder F2 engine the size of which is ‘overwhelmed’ by the bulk of the P72 transmission

 

Etcetera…

 

(M Bisset)

JYS was ‘top of the pops’- on the cover of ‘Australian Racing Annual’ for 1966- these annuals are much treasured and were a useful pot-pourri of the season just gone, they were published by the ‘Sports Car World’ magazine people.

Shots show Stewart on the way to victory at Longford on the entry to The Viaduct, and wearing one of the many garlands popped around his neck that summer. The shot below is Jack in BT19 complete with brand-new Repco-Brabham 620 2.5 litre V8 also at Longford.

(autopics.com)

Graham Hill on the outside of Kiwi Dennis Marwood’s Cooper T66 Climax during the Sunday morning warm-up at Lakeside- DNF oil pressure in the feature race.

(unattributed)

Stewart and Clark off the front row of the grid during the second of the Sunday morning heats.

BRM P261 ‘2614’ and Lotus 39 Climax ‘R12’- they had some titanic dices during their Australasian summer but plenty of fun off-track and shared accommodation throughout, parsimonious Scots as they were.

(autopics.com)

Like a rat up an aqueduct- ‘2614’ from ‘2616’…

GH has his nose shoved right up JYS gearbox which is not helpful as that unit was the weakest link of an otherwise bullet-proof remarkably fast racing car into 1969 generally- and into 1968 specifically when the one P261 which was sent to Australasia- as a support or back-up car to the new P126 2.5 litre V12 was a very popular machine particularly with Pedro Rodriguez who took any excuse he could to pop his bum into the ‘old darlin’ rather than its much younger sister.

(D Cooper)

Pedro Rodriguez in good ‘ole ‘2614’ on the very last weekend a P261 was entered by the factory.

Rodriguez was second in the very soggy ‘South Pacific Trophy’ Longford Tasman round on 4 March 1968, won in fine style by Piers Courage in an F2 McLaren M4A Ford FVA 1.6.

A view is that the only thing between Graham Hill and another world title or so at the time was Jim Clark and the Lotus 25 and Lotus 33- lets make that the only thing between Hill and another title or so was Jim Clark’s God-given other-worldly skills- the gifts that only one driver seems blessed with every decade or so.

The Lotus 25 deserves every accolade accorded it as the first ‘modern monocoque’- the car to which every F1 machine which followed is related. The BRM P61 Mk1 and P61 Mk2 aka ‘P261’ followed the ‘original’ but in almost every respect, other, perhaps than in traction, putting its limited power to the road the BRM was the equal of the 25 and 33- and the BRM ‘P56 Family’ of engines the equal of, if not superior motor however many valves Coventry Climax deployed in its FWMV V8! Tony Rudd, biased as he undoubtedly was, makes this case on pages 232 and 233 of ‘BRM 3’.

Whatever the case, feast your eyes on all of the mechanical gubbins which comprise the whole of a very well rounded package. The car shown is Graham’s F1 P261 during the Mexican GP weekend in 1964- its powered by a P68 1.5 litre V8.

The chassis is an aluminium ‘full monocoque’ made of 18swg ‘half-hard’ duralumin with extension horns supporting engine/gearbox and rear suspension assemblies . Note the period typical inboard front suspension- lower wishbone and rocker actuating a coil spring/damper unit, brakes are solid 9 inch discs outboard- these are light cars remember, brake lines are rubber, we are still a couple of years away from the use of braided steel lines in Europe.

Distinctive BRM steering wheel- who supplied them? Gear lever at left. The engine we have done to death but note the slide Lucas fuel injection, beautiful expressions of the exhaust pipe benders art- you can just see a heat shield beside the radiator cap to keep the hot gasses away from the fuel metering unit which is right behind the roll-over bar.

The rear suspension is again period typical and in contrast to the front is fully ‘outboard’- magnesium uprights, inverted lower wishbone, single top link, twin radius rods to look after fore and aft forces, coil spring/dampers and adjustable roll bars both front and rear. Plumbing for the needs of lubricants is ‘bitsy’ rather than ‘cohesive’ and the lack of shine to the nickel (?) plating doubtless reflects a long hard season- this was the last championship meeting of the year after all. Note the beautifully made splined driveshafts, solid brake rotor and caliper.

I’ve always thought BRM’s gearboxes- i’m not sure if this is a six-speed Type 62 or 72 look a bit butch compared with Mike Hewland’s products of the time but that may not be the case upon having details of said products dimensions and weight. Whilst the boxes’ were the weak link in P261s powered by 1.9 litre V8’s and above that was not the case when 1.5 litre V8s were used which was of course the engine around which the gearboxes were designed at the outset.

Beautifully concepted, designed and built, robust, prodigiously fast cars the performance of which could be accessed by ‘newbees’ and exploited by ‘the gods’ alike.

 

(S Dalton Collection)

 

(S Dalton Collection)

Stephen Dalton contributed these pages from the February 1966 Queensland Motor Sports Club newsletter which gives the organisers perspective- note the attention to O,H & S as Stephen points out!

Photo Credits…

‘HAGP’- ‘History of The Australian Grand Prix’ Graham Howard and Others, Kevin Drage, ‘Ardmore’, autopics.com, M Bisset Collection, Getty Images- Bernard Cahier, Alvis Upitis, ‘CAN’ Classic Auto News, BRM 3, Dennis Cooper Collection, Brier Thomas via Richard Croston

Bibliography…

‘Australian Motor Racing Annual 1966’, ‘BRM 3’- ‘BRM: The Saga of British Racing Motors Volume 3’ Doug Nye, various articles by Ken Blair in ‘The Canberra Times’ on 8, 15 and 21 February 1966, Bruce Sergent’s race reports on sergent.com, ‘History of The Australian Grand Prix’ Graham Howard and Others, 1966 Tasman Cup review by Allan Brown in oldracingcars.com

Tailpiece: Clark, Lotus 39 Climax, Lakeside 1966…

(unattributed)

Jim gulps a big dose of Queensland air as he snicks a Lakeside high-speed apex.

Finito…

 

(oldracephotos/DKeep)

What do you do when you have already overdosed on Longford?…

Have some more of course! There is no such thing as too much of a good thing.

Lindsay Ross has popped a swag of oldracephotos.com.au photographs on The Nostalgia Forum recently- his focus with this batch of shots was just on The Viaduct section of this challenging circuit. See here for a lap of the place to orientate yourself; https://primotipo.com/2018/07/05/longford-lap/

One of the things I love is the mix of shots, and do checkout the website, Lindsay has been ridiculously kind with his support of me since starting primotipo, without doubt there are more photographs from the ORP archive than any other. Lets support those that support us ; http://oldracephotos.com/content/home/ The cars vary from the sublime- Jackie Stewart’s BRM P261, to the more realistic end of the enthusiast spectrum- Formula Vee, and pretty much everything in between.

The opening photograph is of Graham Cullen’s CMS Vee, and he has a playmate in the undergrowth too- who is it? No he doesn’t, its just that his bodywork has become separated from the chassis on his trip through the undergrowth. The driver of car #71 zipping past the long-suffering marshalls is Garry Nielsen in a Tasman- I wonder who built these cars?

 

(M Hickey)

 

 

CMS is short for ‘Cullen Marine Services’ Graham Cullen’s primary business, he built about twelve of these ladder framed cars in the early Australian Vee years in the mid to late sixties.

By the time I had driver/engineer Peter Ward look after my Venom Mk2 FV circa 1979- he was building CMS’s of a totally different kind- very quick spaceframe cars raced by he and David Eyre-Walker and one or two others.

Like every man and his dog Wardy had an Elfin NG Vee copy he named ‘Spectre’, of which he built plenty in his Ross Street, Balwyn, Melbourne backyard workshop. I never worked out why Elfin Chief Garrie Cooper didn’t take to the cleaners all the pericks who knocked off that great design! Still, often the last thing to be found in a court of law is justice.

 

(oldracephotos/DKeep)

 

This panoramic shot of Frank Gardner leading the Touring Car pack down the hill into the Viaduct gives us some perspective- what a mega spot for spectators, blow the photo up and you can see the train line. I’ll take advice on the drivers too folks, but I guess its Bruno Carosi in the Jag Mk2 and Robin Pare in Don Elliott’s white Mustang. Rob Bartholomaeus and Bill Hollingsworth have Bob Holden in the ‘striped’ Cooper S, Gene Cooke in the Fiat 1500 and Rob Boote in the Holden EH. The year is 1967.

Have a look at this article on the Alec Mildren Racing Alfa GTA’s and their pilots; https://primotipo.com/2014/11/27/the-master-of-opposite-lock-kevin-bartlett-alfa-romeo-gta/

 

(oldracephotos/DKeep)

 

Then lets have a look at JYS in his BRM at ground level, at about the point Frank is turning in and pretty much the car at the same point from above, peering down into the cockpit.

Jackie looks as ‘snug as a bug in a rug’ inside that tight cocoon- unbelted as he is.

The shot above is of P261 ‘2614’ in 1966, he won the race from Graham Hill’s similar car and Jack Brabham’s Brabham BT19 Repco. Look closely, the engine is a crossflow 1930cc P60 V8- inlets within the Vee and exhausts outside. Check out this article on the BRM P56/P60 V8; https://primotipo.com/2016/02/05/motori-porno-stackpipe-brm-v8/

 

(oldracephotos/Keep)

 

Whereas the photo above is in 1967, again the car is ‘2614’ albeit this time powered by a P60 V8 of a different configuration- see the exhausts between the Vee, and its of 2070cc in capacity.

Jackie DNF with gearbox problems- which was the weak link of the BRM’s that season, the power and torque of the larger engine was beyond the design limits of a gearbox first built for engines of 1.5 litres- the GP formula of the time.

Brabham won that day in BT23A Repco ‘740’ from Clark’s Lotus 33 Climax FWMV 2 litre V8- the Tasman Championship winning combo that year. It too was a stretched, in terms of engine, 1.5 litre F1 car. Here is a piece about the 1967 Tasman and the fortunes of Stewart, Clark and Hulme; https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

 

(oldracephotos/DKeep)

 

Similar turn-in shot for Alan Hamilton who has his Porsche 906 Spyder beautifully cocked up in a delicate little slide- these cars were great, forgiving, customer machines.

Here is a bit more about them- Alan and his 906’s; https://primotipo.com/2015/08/20/alan-hamilton-his-porsche-9048-and-two-906s/

 

(oldracehotos/DKeep)

 

Bruno Carosi in the ex-Bob Jane Jaguar Mk2 is under the Viaduct in 1967, whilst the shot below is of Doug Whiteford’s Maserati 300S just as he enters the light- by the look of that number on his cars nose its during the 1959 Australian Grand Prix meeting in which Dicer Doug failed to finish having driveshaft failure on the first lap- Stan Jones won the event in his Maserati 250F.

That race is covered here; https://primotipo.com/2016/01/08/stan-jones-agp-longford-gold-star-series-1959/

 

(oldracephotos/DSaward)

 

(oldracephotos/DKeep)

 

David Keep has a really unusual and interesting view of Pete Geoghegan chasing Frank Gardner away from the Viaduct and towards Kings Bridge, its 1967 again.

Who won the Taxi races?, my money is on Pete despite the more nimble attributes of the GTA. See here; https://primotipo.com/2017/10/17/he-came-he-saw-he-conquered/

 

(oldracephotos/Harrisson)

 

Things went wrong of course.

The Viaduct had a fast approach- downhill, a tricky turn-in and bugger-all in the way of run-orf areas to capture the steed which has just gotten away from you, should that particular situation occur.

Which of course it did, as in this series of happy snaps!

 

(oldracephotos/Harrisson)

 

Phil Brooke looks fairly happy with himself so presumably he has not done too much damage to his pride and joy on that greasy race-day in 1968, we can’t see the rear of the little Angle-box mind you.

 

(oldracephotos/Harrisson)

 

Bruno has painted his Jag between the 1967 and 1968 meetings, he is just about to alight the machine being very careful where he pops his feet. Still, too much action about the place for the snakes to show interest I guess. They do have snakes down there I think?- just Googled, they do, copperheads, tigers and white-lipped, none particularly friendly or good for you.

 

(oldracephotos/Harrisson)

 

Lionel Ayers Rennmax built MRC Lotus 23B Ford looks as though it is suspended in a tree but its probably on solid’ish ground. It will may need a wheel alignment before tomorrow’s race all the same. Its 1968.

 

(oldracephotos/Harrisson)

 

Daryl Wilcox looks as though he has had a moment on the way into the corner and is perched precariously half on and half off the road. Just looked again it might be on the exit? Phil Brook’e youthful face I can just make out to the left of the copper’s head- clearly both chappies have left the island on the notoriously wet last day of racing ever at Longford on Monday 4th of March1968.

 

Credits…

oldracephotos.com.au and in particular the work of David Keep who is for sure one of the Longford photographic gods, not to forget Mr Harrisson as well. Michael Hickey Collection

 

Tailpiece: Up The Escape Road…

(oldracephotos/DKeep)

 

To get the entry to the escape road right takes real skill under pressure- so maybe Darryl O’Toole bailed real early in his Humpy. Its not a back road to Longford mind you- he is about to run out of gravel soonish.

 

(KBY191)

 

This November 2018 photograph by KBY191 shows that ‘The Viaduct and railway are still there, however nothing remains of the old track running down to The Viaduct since reconstruction of Illawarra Road which also bisects Tannery Straight with a round-about’.

 

Finito…

(P Newbold)

Jackie Stewart eases his BRM P261 chassis ‘2614’ into the Sandown Paddock after practice…

It wasn’t going to be a great day at the office for the plucky Scot. He started well, passing Jack Brabham on lap 9 for the lead but the crown wheel and pinion gave up the ghost on lap 11 of the race won by Jim Clark’s Lotus 33 Climax V8.

I think the car behind Jackie is Denny Hulme’s Brabham BT22 Repco-  right of picture behind the attractive chick with white ‘flairs’, eagle eyed Holden fanciers will spot Repco’s HR Panel Van, one of two which carted the two team cars of Jack and Denny around the country that summer.

(P Newbold)

Clark ponders changes to ‘R14’ a chassis which was very kind to him in Australasia that summer- he won five of the eight rounds and took the Tasman Cup for the second time.

The chassis went back to Hethel with Jim, he raced it in the early F1 races of 1967- for the last time at Monaco before the race debut of the epochal Lotus 49 Ford DFV at Zandvoort on June 4.

https://primotipo.com/2014/09/28/jim-clark-lotus-33-climax-monaco-gp-1967-out-with-the-old/

(M Feisst)

Stewart was the reigning Tasman champion, the ex-F1 BRM P261 still had the speed to win the Tasman, but, stretched to 2.1 litres, the V8 put out that little bit of extra power and torque which stretched the transmission beyond its comfy limits. The cars Achilles Heel caused too many retirements that summer but the other Great Scot took two wins on the tour all the same. Click here for an article on this engine and series of cars; https://primotipo.com/2016/02/05/motori-porno-stackpipe-brm-v8/

JYS with Light Car Club of Australia, the lessee/promoters of Sandown,  President Arnold Terdich- Arnold is the son of 1929 AGP winner Arthur Terdich, he won in a Bugatti T37A (P Newbold)

 

Stewart’s BRM P261 ‘2614’- jewels of long-lasting racing cars. Amongst the greatest of 1.5 litre F1 cars, then ‘gap fillers’ as the outrageous 3 litre P83 H16 was developed in 1966/7 and formidable Tasman cars fitted with 1.9 litre and finally 2.1 litre P111 BRM V8’s- the gearbox was not designed with so much power and torque in mind… (M Feisst)

Jack suits up below for the off with the omnipresent Roy Billington in attendance. I wonder when his time with Jack started and finished?

One of the things all these shots have in common is the very casual nature of racing at the time. The current World Champ is there for all to see and say ‘gedday mate and good luck!’

In fact he didn’t have good luck at all- he was out with ignition dramas having completed 27 of the races 52 laps with Denny retiring a lap earlier due to selector failure in the Hewland ‘box- not a happy home weekend for Repco at all!

It wasn’t that simple though, the weekend proved a long one for the Brabham and Repco boys.

In 1967 the tyre-war was on in earnest with Dunlop, Firestone and Goodyear vying for honours. Jack’s car was fitted with some wider 15 inch wheels made by Elfin (or perhaps more accurately Elfin wheels cast by the Commonwealth Aircraft Corporation) to take the latest, wider Goodyears. To do so, changes were needed to the rear suspension.

(F Nachtigal)

Jack did the quickest time on Friday and then the Repco lads popped in a fresh motor overnight- he then set pole on Saturday from Stewart and Hulme.

On Sunday Jack won the 10 lap preliminary from Stewart at a canter but as the BT23A crossed the line the Repco engines timing gear broke. With that, the crew set about another motor change in the limited time available, popping another RBE ‘640 Series’ 2.5 litre V8 into the svelte Ron Tauranac designed spaceframe chassis.

Jack and Jim both made ripper starts but Clark’s 2 litre Lotus was soon overhauled by Hulme’s 2.5 litre Brabham and Stewart’s 2.1 litre BRM. Brabham and Stewart then tussled before Jackie passed Jack- who then retired a lap later near Dandenong Road. It transpired that a soldered ignition wire pickup had come off the flywheel- repaired later, Jack re-entered the race completing 27 of its 52 laps.

1967 Tasman Series…

https://primotipo.com/2014/11/24/1967-hulme-stewart-and-clark-levin-new-zealand-tasman-and-beyond/

http://www.oldracingcars.com/tasman/1967/

Etcetera: Sandown…

Here are a few more photographs from that meeting- Peter Newbold was patrolling the paddock and so too was Mike Feisst who visited the Warwick Farm and Sandown Tasman rounds whilst on a trip over from New Zealand.

Between them, their pit shots capture the flavour of the times in a manner which on-circuit stuff on its own never entirely does.

As you will see, the entry for that meeting was truly mouth-watering in its variety and depth!

RBE 640 V8- the 1966 ‘600 Series’ Olds F85 block and new for 1967 ’40 Series’ exhaust between the Vee heads. Gearbox is a Hewland HD5 (M Feisst)

Brabham’s BT23A Repco awaits Jack and Roy Billington.

Despite passing into David McKay’s Scuderia Veloce after Jack had finished with it, this car probably under-achieved really.

Greg Cusack and Phil West raced it for David but by then the mantle of local aces had shifted from the retired Bib Stillwell to Spencer Martin, Kevin Bartlett and Leo Geoghegan. Put any of those fellas in BT23A at that time and a championship could have been won assuming a measure of Repco 2.5 litre reliability, a quality not necessarily plentiful…

https://primotipo.com/2017/01/04/scuds/

(M Feisst)

 

Bob Jane had only just taken deliver of his Elfin 400 Repco ‘620’ 4.4 litre V8 from Garrie Cooper and his merry band of Edwardstown artisans- the 1967 Tasman round support races were his first serious events in a car which had a rather chequered and tragic history, click here for the story; https://primotipo.com/2018/04/06/belle-of-the-ball/

(M Feisst)

The Touring Car entry was ‘top shelf’ as well and led by crowd favourites from Melbourne, Norm Beechey above in his Chevy Nova and Sydney’s Pete Geoghegan below- the latter still racing the first of his two Mustangs.

Who won the battles on that weekend folks?

(M Feisst)

Pete’s ‘Stang is lining up for scrutineering, by the time I started racing a decade and a bit later the concrete pad was still in the same spot albeit there was a permanent roof providing the poor marshalls with some necessary protection from the elements.

That paddock was ‘heaven on a stick’ from a spectators viewpoint- so much was compressed into a small space but it was a pain in the tit as a competitor, it was as tight as a mackerel’s bum with a halfway decent entry list of cars. When things got too tight we Formula Vees were banished to an area of our own on the outside of Shell Corner (turn 1) which made us all grumpy at the time! And yer could no longer easily see all the other goings on.

Geoghegan’s Mustang in 1967; https://primotipo.com/2017/10/17/he-came-he-saw-he-conquered/

(M Feisst)

Leo Geoghegan bought the ex-works Lotus 39 Climax Jim Clark raced throughout the 1966 Tasman at the duration of the series racing it during the 1967 Gold Star Series without much success due to recurring engine dramas.

Having said that the car behaved itself rather well on this weekend as Leo finished second in the race to Clark albeit he was 50 seconds back- this was the highest place finish by any local driver throughout the series.

It was not the last time Geoghegan gave the internationals a run for their money in this car either. Leo passed Frank Gardner in the latter stages of the race and was then lucky when Martin’s BT11A Brabham gifted Leo second with half-shaft failure.

Frank Gardner was third in Alec Mildren’s Brabham BT16 Climax FPF- an F2 chassis with a big-beefy FPF popped into the frame, Chris Irwin was fourth in the other 2.1 litre BRM chassis ‘2616’, then Kevin Bartlett, in Mildren’s other car, the ex-Gardner Brabham BT11A Climax which KB drove so hard and well in 1966/7. Then came John Harvey, three laps adrift of KB in Ron Phillips’ Brabham BT14 F2 car powered by a big 1860 cc Lotus-Ford twin-cam.

Leo contested the 1967 Australian Tasman rounds with the Climax fitted and then gave the car ‘a birthday’- John Sheppard and the Geoghegan lads adapted the chassis to take a Repco ‘740’ 2.5 litre V8, this created one of the sexiest ever open-wheelers to race in Oz, whilst the car was uber fast reliability remained an ongoing issue. The story of this machine is here; https://primotipo.com/2016/02/12/jim-clark-and-leo-geoghegans-lotus-39/

(M Feisst)

Peter Mabey eases himself out of Frank Matich’s brand-new and sinfully good-looking Matich SR3 Oldsmobile V8.

Later that year FM raced two of these chassis, Repco ‘620’ 4.4 litre V8 engined, in the Can-Am Series, the SR3 story is tangentially told in this piece on its successor, the SR4 Repco; https://primotipo.com/2016/07/15/matich-sr4-repco-by-nigel-tait-and-mark-bisset/

(M Feisst)

Gay Cesario brings a little bit of Italo-French style to the Sandown pits with his Abarth Simca 1300 GT.

The speedy Italian acquired the car in his native country and then drove it from one end of Italy to the other, both car and family migrating to Australia in the mid-sixties. Click here for the story; https://primotipo.com/2018/02/13/abarth-simca-1300-gt/

(M Feisst)

The two BRM P261’s of Stewart- ‘2614’, on the truck and Chris Irwin ‘2616’ on terra-firma. Nifty looking and aerodynamic full rear bodywork atypical by then.

Engines of the cars are to different specifications, Jackie’s is fitted with an exhaust within the vee motor and Irwin’s the more classic cross-flow set up with the former ‘de-rigueur’ in F1 in 1967- Ferrari, Repco-Brabham, Honda and BRM produced engines of that specification. That Stewart’s car is fitted with the exhaust within the vee arrangement tends to suggest it was the quicker at the time. Irwin’s car is about to be scrutineered.

One of the P261’s raced at the Phillip Island Historic Meeting not so many years ago driven by Rob Fowler, I think- man what a car at bulk-revs singing its way down the main straight and into Southern Loop- and well driven. Personal bias hereby declared.

(M Feisst)

I suspect Mike Feisst had a ‘heads up’ as to the garages in Melbourne where some of the Tasman cars were being fettled over the weekend- for sure this shot is not at Sandown Park.

The Aston DB4 GT Zagato has Victorian plates, I wonder which of the two (?) which came to Australia in period it is. It looks well used which is rather nice. Laurie O’Neill had one which Doug Whiteford and Pete Geoghegan gave a bit of a gallop, but wasn’t there another too? Intrigued to know which chassis this is and whereabouts the shot is taken. Check out this article on the cars; https://primotipo.com/2015/09/22/aston-martin-db4gt-zagato-2vev-lex-davison-and-bib-stillwell/

Flinders Street Station maybe for the photograph below, in Flinders Street itself down towards the ‘Banana Alley’ vaults?

The Holden FC aft of the Aston DB4 GT provides valuable context- I reckon yerv always got to see the exotica of the period juxtaposed with the transport we plebians used at the same time to see just how marvellous they were. My mums new Morrie 1100 was plated JEN-108 in 1965, so I’m thinking this Aston is perhaps a 1966 drop, James Bond plate duly noted?

(M Feisst)

 

(M Feisst)

Their was a bit of chatter online about this chassis being Graeme Lawrence’s McLaren M4A Ford FVA but I reckon Mike Feisst’s photo is also at Sandown and the car is an Elfin Mono- an outboard suspension second series car.

Two such were entered in the Sandown Park Cup by Ian Cook (7th) and Jack Hunnam (DNF) with Hunnam’s Mk2D the most likely choice I think. Having said that my friend, and Mono racer/restorer James Lambert will correct me if I have goofed! The engine is a 1.5 litre Lotus-Ford twin-cam, these very quick machines ran in the ANF1.5 category- effectively Australia’s F2 at the time.

(M Feisst)

Motor Racing Royalty in Australia in the mid-sixties was David McKay’s Scuderia Veloce Ferrari 250LM.

It was always, even in 1965 when it first arrived new from Maranello, a bit heavy to beat the sprinters but the car won three Surfers Paradise Enduro’s on the trot and was steered by some great drivers including McKay himself, Jackie Stewart, Spencer Martin and the brothers Geoghegan.

(M Feisst)

I’ve written about this wonderful machine, now owned by Ralph Lauren (what a waste of a RACING car) at length too;

https://primotipo.com/2014/07/03/pete-geoghegan-ferrari-250lm-6321-bathurst-easter-68/

I think Kiwi Andy Buchnan was racing, and owned the car at this stage in 1967?

(M Feisst)

Hillman had a great reputation in Australia at the time the ‘Grunter’ was popular aided and abetted by its 1968 London-Sydney Marathon win. The ‘Coventry Climax’ engine inspired Imp I always thought was a thinking mans alternative to the Mini- as ubiquitous in Australia as anywhere else on the planet.

The ‘works’ Improved Production Imps were raced (and built?) by Melbourne’s Graham ‘Tubby’ Ritter and youthful man-about-town Peter Janson. Norm Beechey had an occasional steer of these things as well- on this weekend the cars were raced by Ritter and Bruce Hindhaugh in car #22- the latter of Gown-Hindhaugh Engines in Elgar Road, Box Hill.

(M Feisst)

Alec Mildren added the teams second Alfa Romeo GTA to the trailer of cars sent from Sydney to Melbourne- both Kevin Bartlett and Gardner raced the car with FG twiddling the wheel that weekend.

Another favourite car, I wrote an article about these rather special Autodelta built ‘105 Coupes’ a while back, it is a tome about Alec Mildren Racing and Bartlett too; https://primotipo.com/2014/11/27/the-master-of-opposite-lock-kevin-bartlett-alfa-romeo-gta/

Love the Ford ‘Cusso’ towcar behind (M Feisst)

No doubt those wheels are very light but there is something very ‘povvo’ about that aspect of a Porsche 906 at least visually?

Alan Hamilton would have been outgunned that weekend aboard the first of his 906’s with the Matich, Jane and Niel Allen (Elfin 400 Olds) big vee-eights present but this car always punched above its weight and was driven exceedingly well by the gifted son of Porsche importer Norman Hamilton. Click here for a feature on Hamilton and his cars;

https://primotipo.com/2015/08/20/alan-hamilton-his-porsche-9048-and-two-906s/

(M Feisst)

The Morris Cooper S was a mainstay of Touring Car Racing globally at the time of course, not least in Australia where Mini Kings included Peter Manton and Brian Foley- others who spring to mind include Don Holland and John Leffler- Leffo starting a career in the BMC products which all the way through to winning a Gold Star, the Australian Drivers Championship in an F5000 Lola T400 Chev in 1977.

This car is Jim Smith’s- later the owner/racer of the crowd pleasing, ex-works Rover 3500 Repco Holden V8.

(M Feisst)

Seeing Peter Woodwards’s ex-Leo Geoghegan/Niel Allen Lotus 26R reminds me I’ve written a track test of me mate David Mottram’s Lotus Elite Super 95, I must pop it up.

Whilst most folks wax lyrical about the Elite as one of the best looking cars ever, I agree, for me the slightly more butch Elan 26R is a contender albeit not strictly a road car of course. See this short article about the car here; https://primotipo.com/2018/04/15/perk-and-pert/

Peter Woodward later won the Australian Sportscar Championship in the one-off Elfin 350 Coventry Climax FPF. He ‘nicked’ the championship in 1970 taking points in two of the three rounds from Frank Matich who did not race the awesome SR4 all season and Niel Allen in the 5 litre Chev F5000 engined Elfin ME5.

What became of this 26R after Peter Woodward finished with it?- to John Fraser in Queensland, but perhaps some of you can fill in the gaps. Is the car still in Australia?

Credits…

Paul Newbold, Mike Feisst on The Roaring Season, Frank Nachtigal, oldracingcars.com, sergent.com, Terry Sullivan, Dale Harvey, Rob Bartholomaeus

Tailpiece: All Eyes on Australia’s Finest…

Which is as it should be of course!

Jack steers BT23A-1 through the gravel Sandown paddock towards the grassy Esso compound only a few more steps away. He wore that gold ‘Buco’ (i think) helmet a lot in 1967! It may be summer in Australia but by the look of the adoring kiddos its a chilly Melbourne day.

Photos of this place bring back many happy memories of roaming the Sandown paddock just like these youngsters, although i was never as nicely dressed as the brothers in yellow and wearing a tie!

Finito…

lotus spa

(unattributed)

Team Lotus in the Spa pitlane, Saturday June 12 1965: the 33’s of #17 Jim Clark, Mike Spence and the teams spare chassis…

Sunday was wet, Jimmy ran away with the race from grid #2, Mike was 7th from grid 12. Graham Hill started from pole in his BRM P261 but finished 4th, Jackie Stewart was 2nd in the other BRM and Bruce McLaren 3rd in a Cooper T77 Climax.

spa start

Lap 1 and Graham Hill’s BRM P261 leads into Eau Rouge from pole. You can just see the white peak of Clark’s helmet and his Lotus 33’s left rear wheel right up Hills clacker. Stewart’s sister BRM follows then Ginther’s white Honda RA272, Siffert’s Rob Walker Brabham BT11 Climax, Surtees Ferrari 158 on the outside, Gurney’s Brabham BT11 Climax, McLarens Cooper T77 Climax and the rest…(unattributed)

spa clark

Daunting in the dry positively frightening in the wet. Spa. Clark speeds to victory, he took the ’65 drivers title in his Lotus 33 Climax (unattributed)

Tailpiece: Alone in the Ardennes Forest, Jack Brabham…

brabham spa

Brabham, La Source hairpin, Spa 1965- 4th in his Brabham BT11 Climax (unattributed)

 

 

(Mr Reithmaier)

I love the build up and tension before the start of a big race; here it’s the grid prior to the start of the New Zealand Grand Prix at Pukekohe, in the north of NZ’s North Island on 6 January 1968…

Chris Amon readies himself and his Ferrari Dino 246T before the first round of the 1968 Tasman Series, a race in which he wonderfully and deservedly triumphed. Missing on the front row is Jim Clark’s Lotus 49T Ford DFW. Car #2 is Pedro Rodriguez’ BRM P261, the Mexican is bent over the cockpit of his car but failed to finish with clutch problems. Car #7 is Alec Mildren’s Brabham BT23D Alfa Romeo T33 2.5 V8 with chief mechanic Glenn Abbey warming up the one-off car. Lanky Franky Gardner is adjusting his helmet beside the car, it was a good day for Frank, the car was second.

Look closely and you can see a camera crew behind the Brabham which is focusing on 1967 reigning world champion Denny Hulme and his #3 Brabham BT23 Ford FVA F2 car- Denny’s head is obscured by Frank’s body. Hume boofed the ex-Rindt BT23 during the race badly enough for a replacement chassis to be shipped out from the UK.

I’ve always thought these F2/Tasman Ferrari’s amongst the sexiest of sixties single-seaters.
The 166 F2 car was not especially successful amongst the hordes of Ford Cosworth Ford FVA engined cars in Euro F2 racing, however, the car formed the basis of a very competitive Tasman 2.5 litre Formula car when fitted with updated variants of the Vittorio Jano designed V6 which first raced in F2 form and then powered the late fifties Grand Prix racing front-engined Ferrari Dino 246. It was in one of these cars that Mike Hawthorn won the 1958 World Drivers Championship.

Amon won the Tasman Series in 1969 with Ferrari Dino 246T chassis #0008, fellow Kiwi Champion Graeme Lawrence won aboard the same car in 1970 against vastly more powerful, if far less developed Formula 5000 cars. The story of those championships is for another time, this article is about Chris’ 1968 Tasman mount and campaign.

Amon hooking his gorgeous Ferrari Dino 246T ‘0004’ into The Viaduct in the dry at Longford 1968. Early ’68, we are in the immediate pre-wing era, and don’t the cars look all the better for it! (oldracephotos.com/D Keep)

In many ways Chris was stiff not to win the ’68 Tasman Cup a title, the last title won by the late, great Jim Clark…

Ferrari entered only one car that year, chassis #0004 was assembled in Maranello by longtime Amon personal mechanic Roger Bailey and tested at Modena in November 1967. It was then freighted by plane to New Zealand where it was prepared by Bruce Wilson in his Hunterville workshop in the south of the North Island.

The chassis was Ferrari’s period typical ‘aero monocoque’, a ‘scaled down’ version of the contemporary F1 Ferrari with aluminium sheet riveted to a tubular steel frame thus forming a very stiff structure. The 166 was launched to the adoring Italian public at the Turin Motor Show in February 1967.

In F2 form, the 1596cc, quad-cam, chain driven, 18 valve, Lucas injected engine developed circa 200bhp at an ear-splitting 10000 rpm. It is important to note that this F2 engine, designed by Franco Rocchi, and in production form powering the Fiat Dino, Ferrari Dino 206 and 246GT and Lancia Stratos is a different engine family to the Jano designed engines, evolved by Rocchi and used in the Tasman Dinos.

The F2 166 made its race debut in Jonathon Williams hands at Rouen in July 1967, whilst it handled and braked well it was around 15bhp down on the Cosworth engined opposition. The car was tested extensively at Modena, including 24 valve variants, but was not raced again that year.

Amon, who had not contested the Tasman Series since 1964, could immediately see the potential of the car, suitably re-engined, as a Tasman contender given the success of the small, ex-F1 BRM P261 1.9-2.1 litre V8’s in the 1966 and 1967 Tasmans. The same approach which worked for the boys from Bourne could work for Maranello Chris figured. A parts-bin special is way too crass, but you get my drift of a very clever amalgam of existing, proven hardware as a potential winning car.

In fact Ferrari went down this path in 1965 when a Tasman hybrid of a then current F1 chassis was married to a 2417cc variant of the Jano 65 degree V6 for John Surtees to race in the 1966 Tasman. John had Tasman experience in Coventry Climax FPF engined Coopers and Lola’s at the dawn of the sixties and could see the potential of a small Ferrari.

That plan come to nothing when Surtees was very badly injured in a Mosport Can-Am accident in his self run Lola T70 Chev in late 1965. This car, Ferrari Aero chassis ‘0006’ played the valuable role of proving Surtees rehabilitation when he completed 50 laps in the car at Modena. It was in the same chassis that Lorenzo Bandini finished second in the 1966 Syracuse and Monaco GP’s as Ferrari sought to get the new 3 litre V12 F1 312 up to speed, Bandini elected to race the Dino on both occasions- he also finished third in the car at Spa.

The allocation of this more competitive car to Bandini rather than team-leader Surtees was amongst the many issues which lead to the confrontation between John Surtees and team manager Eugenio Dragoni during Le Mans practice and Surtees departure from the team shortly thereafter.

An unidentified fellow, Jim Clark, Ferrari engineer Gianni Marelli, Chris Amon and Roger Bailey share a joke during the 1968 Longford weekend. Chassis ‘0004’ is fitted with the 24 valve V6 covered in the text. Note the quality of castings, fabrication and finish, inboard discs, sliding spline driveshafts and single plug heads of this very powerful- but less than entirely reliable engine in 1968 form, it’s shortcoming cylinder head seals (oldracephotos.com/Harrison)

The engine of the 166/246T was carried in a tubular subframe attached to the rear of the monocoque which terminated at the drivers bulkhead, the car was fitted with a 5 speed transaxle designed by Ingenere Salvarani and Girling disc brakes.

Suspension was also similar to the contemporary F1 cars in having an front upper rocker and lower wishbone with inboard mounted spring/shocks and conventional outboard suspension at the rear- single top link, inverted lower wishbone, two radius rods and coil spring/shocks.

For the 1968 NZ races- Chris won at Pukekohe after Clark retired and at Levin, leading from flag to flag, was second to Clark at Wigram and fourth at Teretonga- a 3 valve variant (2 inlet, 1 exhaust) of the 65 degree fuel injected V6 was fitted which was said to develop around 285bhp @ 8900rpm from its 2404cc.

Chris crossed the Tasman Sea with a nine point lead in the Series from Clark and the might of Team Lotus. It was a wonderful effort, whilst Ferrari provided the car free of charge and took a share of the prize money, the logistics were of Chris’ own small equipe, and here they were serving it up to Gold Leaf Team Lotus with a couple of World Champions on the strength, plenty of spares and support crew.

Amon just falls short of Jim Clark at the end of the 1968 AGP at Sandown. The official margin, one tenth of a second after 62 minutes of great motor racing. Lotus 49 Ford DFW and Ferrari Dino 246T (unattributed)

 

Amons heads into the Sandown pitlane to practice- Shell corner or turn 1 behind (G Paine)

 

Amon’s car in the Sandown paddock. That little four valve engine came so close to pipping Clark’s Ford DFW on raceday (G Paine)

For the four Australian races a 24 valve version of the engine was shipped from Maranello. Its Lucas injection was located within the engines Vee rather than between the camshafts and had one, rather than two plugs per cylinder. This motor developed 20 bhp more than the 18 valver with Chris promptly putting the car on pole at Surfers Paradise, a power circuit- he won the preliminary race and had a head seal fail whilst challenging Clark in the championship round.

At Warwick Farm he qualified with the 18 valve engine and raced the 24 valver having rebuilt it- they only had one of the motors. He was challenging both Clark and Hill in the race and then spun in avoidance of Hill who was having his own moment…he was fourth on the tight technical Sydney circuit.

At Sandown during the AGP, the pace of the car, and Amon, was proved in an absolute thriller of a race in which he finished second to Clark by one-tenth of a second, the blink of an eye. Let’s not forget the best driver in the world driving the best F1 car of the era powered by the Tasman variant of the greatest GP engine ever was his competition- and took fastest lap.

As the team crossed Bass Straight from Port Melbourne on the ‘Princess of Tasmania’ Chris knew he had to win the Longford ‘South Pacific Championship’, with Clark finishing no better than fifth to win the Tasman title.

At Longford, still fitted with the 24 valve engine, which must have been getting a little tired, he qualified a second adrift of Clark and Hill, he finished seventh in a race run in atrocious conditions on the most unforgiving of Australian circuits having initially run second to Clark but then went up the Newry Corner escape road and suffered ignition problems from lap 10.

Piers Courage won in an heroic drive aboard his little McLaren M4A Ford FVA F2 car that streaming day, in a series which re-ignited his career.

Chris and the boys confer about car set-up- in the dry!, at Longford(oldracephotos.com.au/Harrisson)

Chris was a busy boy during the Australian Tasman leg as he also drove David McKay’s Scuderia Veloce Ferrari 350 CanAm/P4 in sports car support events at each round in addition to the little Dino.

These races were outstanding as they involved close dices between Chris and Frank Matich in his self designed and built Matich SR3 powered by 4.4 litre Repco Brabham V8’s- with Frank getting the better of him in each of these races. The speed of the Matich was no surprise to Chris though, both had contested rounds of the Can-Am Championship only months before the Tasman in the US.

Click here for my article on the Ferrari P4/CanAm 350 #’0858’ Chris raced in Australia;

https://primotipo.com/2015/04/02/ferrari-p4canam-350-0858/

Amon lines David McKay’s Scuderia Veloce Ferrari P4/350 Can Am up for Longford’s The Viaduct during the 1968 Longford Tasman meeting. Matich didn’t take the SR4 to Longford so Chris had an easy time of it that weekend. The sight and sound of that car at full song on the Flying Mile at circa 180mph would have been really something! (oldracephotos.com/D Keep)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Chris Amon, David McKay and mechanic David Liddle with the Can-Am 350 in the Sandown pitlane (G Paine)

For the 1969 Tasman Chris applied all he learned in 1968 returning with two cars, the other driven by Derek Bell, four well developed 300bhp 24 valve engines with the logistics of the two months taken care of by David McKay’s Scuderia Veloce.

He promptly lifted the Tasman Cup in a very successful campaign from Jochen Rindt, Graham Hill and others, with a little more luck or greater factory commitment in 1968 it may have been two Tasmans on the trot for the Maranello team and Chris…

Etcetera…

(G Paine)

 

(G Paine)

A couple of shots of the SV Ferrari Can-Am 350 being fettled in the 1968 Sandown Tasman paddock.

Bibliography…

oldracingcars.com, sergent.com.au, ‘Dino: The Little Ferrari’ Doug Nye

Photo Credits…

Mr Riethmaier, oldracephotos.com, Rod MacKenzie, Glenn Paine Collection

Tailpiece: Love this moody, foreboding Longford shot by Roderick MacKenzie…

(Rod MacKenzie)

Chris has just entered the long ‘Flying Mile’ in the streaming wet conditions during Monday’s ‘South Pacific Trophy’ famously won by Piers Courage little McLaren M4 Ford FVA F2 car. 4 March 1968.

Finito…

 

richie

(Schlegelmilch)

One of the BRM mechanics shows his mates some naughty pictures on his iPhone 6S, Zandvoort, Dutch Grand Prix July 1965…

The shot says everything about the regard the BRM team had for their old driver. By that stage Richie was driving for Honda, famously the American won the very last race of the 1.5 litre F1 for Honda in Mexico City that year.

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Stewart #12 and Hill #10 BRM P261’s in the 1965 Zandvoort paddock (Schlegelmilch)

At Zandvoort the growing competitiveness of the RA272 was again on display, Richie qualified the car 3rd and finished 6th, the race won by Jim Clark’s Lotus 33 Climax.

The BRM’s finished 2nd and 4th, Stewart in front of Hill, both in P261’s. Dan Gurney was 3rd in a Brabham BT3 Climax.

Checkout my article on the early Honda GP cars;

https://primotipo.com/2014/12/12/honda-ra271272-1-5-litre-v12-19645-gp-cars/

Credits…

Rainer Schlegelmilch

Tailpiece: Richie Ginther’s Honda RA272 during the Dutch GP , 18 July 1965, Rainer has captured such an unusual view of the North Sea circuit…

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(Schlegelmilch)

 

 

fferrari pit 1966 monaco

(Jesse Alexander Archive)

John Surtees ‘P3’ at this point but his Ferrari gearbox failed in the race won by Stewart’s BRM P261…

surtees and stewart monaco 1966

(David Phipps)

Surtees in his big Ferrari 312, a new F1 car built to the 3 litre formula introduced that year leads Jackie Stewart in his light, nimble BRM P261, a 1.5 litre F1 car bored to around 2.1 litres and shortly to be victorious over ‘Big Johns’ heavy and not so powerful Ferrari.

It may have been different if he had driven the light, nimble Ferrari Dino 246 allocated to teammate Bandini, but that was not to be and so the pressures mounted which lead to Surtees departure from the Scuderia shortly thereafter. And with it any chance Ferrari had of winning the title that year. Brabhams year of course.

https://primotipo.com/2014/11/13/winning-the-1966-world-f1-championships-rodways-repco-recollections-episode-3/

Photo Credits…

Jesse Alexander Archive, David Phipps, GP Library

Tailpiece…

stewy

Nice Stewart BRM P261 cockpit shot en-route to victory (GP Library)

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Jackie Stewart’s BRM P261 is pushed onto the Longford grid by Jimmy Collins and Stan Collier on 5 March 1966…

The race is the ‘Launceston Examiner Trophy’, the preliminary Longford Tasman round race, Jackie is being moved onto ‘pole’.

Stewart won the main race, the ‘South Pacific Trophy’ on the Monday from his teammate Graham Hill and Jack’s Brabham BT19 Repco- the new Repco ‘620 Series’ V8, 2.5 litres in Tasman spec, having its third race and gearing up for his successful world championship assault that year.

For the BRM boys it would be a more character building F1 year, mind you, Jackie took a great Monaco GP win in his nimble 2.1 litre P261 against the new 3 litre GP cars that May.

Stewart glides his BRM into Mountford Corner. Note the crossflow ‘inlet between the Vee’ spec of this P60 engine- the more ‘typical’ engine had the exhausts within the Vee(oldracephotos.com.au/DKeep)

In terms of the 1966 Tasman Series it was a BRM rout.

The 1930cc P60 versions of the 1.5 litre P56 V8 engined cars won seven of the eight rounds- JYS took four victories and the title (Wigram, Teretonga, Sandown, Longford) Graham Hill two (NZ GP Pukekohe, AGP Lakeside) and Richard Attwood one (Levin). Jim Clark won the other round, the ‘Warwick Farm 100’ in his Climax FPF engined Lotus 39.

The days of a Coventry Climax FPF winning the Tasman were over- from 1966 to 1970 the 2.5 Tasman Series was dominated by ‘multi-cylinder’ V6 and V8 engines of F1 and F2 extraction.

JYS and Eric Reece, Tasmanian Premier (HRCCT)

 

Lindsay Ross of oldracephotos captured the feeling at the time, ‘After his win at Longford in 1966 a lot of Tasmanians were now aware of Jackie Stewart and i, along with no doubt many other enthusiasts, began following his career.’

‘The podium shot has him shaking hands with Tasmanian Premier ‘Electric’ Eric Reece- he was the driving force behind Hydro-Electric power in the state. He also made sure the Longford roads were laid with the finest hot mix bitumen available. Ron MacKinnon of the Longford Motor Racing Association has the microphones- he owned much of the land around the Longford track.’

Jim Clark, Lotus 39 Climax in front of his fellow Scot at The Viaduct in 1966 (oldracephotos.com.au/DKeep)

Credits…

Spencer Lambert, Ray Bell, Tasmanian Motorist Magazine, Lindsay Ross, oldracephotos.com.au-David Keep

Etcetera…

(HRCCT)

Brabham accelerates away from Mountford in BT19, surely the most photographed single-seater in 1966- Brabham’s weapon in Tasman and GP competition pretty much all year.

Note the long inlet trumpets of the ‘RB620 Series’ 2.5 litre V8. Longford was the new RB620’s third race- a 3 litre unit was used in the non-championship South African GP at Kyalami, and another of 2.5 litres in capacity for the Sandown International in Melbourne the week prior to Longford. All three events in BT19- BT19-1 still owned by Repco.

(HRCCT)

The next group of shots are all on the exit of Mountford- the corner onto the straight past the pits, here Clark’s Lotus 39 FPF from Hill’s BRM.

The BRM’s solo are #2 Hill and #3 Stewart.

(HRCCT)

 

(HRCCT)

 

(HRCCT)

And another podium shot from a slightly different angle.

Tailpiece: Stewart, BRM, The Viaduct…

Stewart wheels his BRM into the left-hander under the famous Longford Railway Viaduct- a tricky, fast on approach, downhill corner with minimal run-off area should the pilot goof. Note the spectators on the hill and alongside the railway line at the top.

Finito…

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The ‘Stack Pipe’ 1.5 litre P56 BRM V8 nestled in one of Graham Hill’s BRM P57/578 chassis’ during his and BRM’s victorious 1962 season…

This series of engines was immensely successful being competitive throughout the 1961-5 1.5 Litre F1 and was ‘stiff’ not to have won the title on multiple occasions. Later in its life it became, in 2 and 2.1 litre capacities an effective Tasman Series weapon. It was victorious at 2.1 litres against new 3 litre cars winning the ’66 Monaco GP Jackie for Stewart that May. It is one of Grand Prix racing’s great engines.

This is the first in an occasional series of articles focussing on engines, mind you, as usual its longer than intended. As is the case with most of my stuff the article is a function of a great photo (above) inspiring the piece rather than me thinking strategically about the relative merit of one engine to another in a particular era!

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Graham Hill’s P56 engined ‘Stackpipe’ BRM P57/578 on its way to victory at Zandvoort, Dutch GP 1962. The P56 engine’s first championship GP win (Cahier)

Background…

BRM commenced the new 1.5 litre F1 in 1961 by using a Coventry Climax FPF Mark 2 engine, it’s ‘Project 56’ 1.5 litre V8 started late and was running behind schedule.

The teams long serving but ‘too dilettante’ technical director Peter Berthon was ‘shunted sideways’, seconded to work at the Harry Weslake Research consultancy in Rye, 280 km away leaving Tony Rudd, his assistant in charge.

By the time this 1960 Dutch GP change was effected Berthon, with the assistance of consultant engineer Charles Amherst Villiers an old school friend of BRM founder Raymond Mays and a long term associate of Berthons too, was already laying down the conceptual design and detailing of P56. The Shell oil companies research boffins also contributed their knowledge via a project they were completing at the time on ‘combustion in high speed transport engines’.

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The great Tony Rudd in the glasses overseeing Graham Hill’s P56 engined BRM P57 (DNF) with Cyril Atkins beside him. Dutch GP, Zandvoort 1963. Its Jack Brabham in the helmet about to board his BT7 Climax DNF. I wonder if the chap closest to camera is Keith Duckworth? The back of that BRM is ‘all breathers’, engine and gearbox isn’t it? Clark won the race in his Lotus 25 Climax (GP Library)

A core conceptual design foundation was efficiency at extremely high RPM by the standards of the time, and, for the first time for BRM the engine was to be offered for customer sale rather than just being a ‘works engine’. There was money to be made, as Coventry Climax had proved in recent years by flogging engines to those with the ‘readies’, at Sir Alfred Owen’s insistence BRM were to contest that customer market.

In keeping with the BRM charter of using British suppliers if at all possible, Lucas’ new fuel injection system was chosen. Several design features of the old V16 were used including its timing gear, camshaft drives and similar con-rods, higher inertia loads of heavier pistons (than the V16) involved different big-end bolt arrangements though.

The engine is a 90 degree V8 with a bore and stroke of 68.1 X 50.88mm for a capacity of 1498cc, it’s heads and block cast in LM8 aluminium alloy. The sump was magnesium and the crank machined from nitrided EN40U alloy steel and ran in 5 Vandervell, 2.5 inch wide plain metal bearings.

The cams, water pump and distributor for the transistorised ignition system were driven by gears off the cranks nose.

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P56 engine cross section showing gear train, ‘inverted cup tappets, which allowed cooling oil to reach valve springs. Exhaust valve guides in contact with water’. 90 degree V8, 2 valves per cylinder. First series cross-flow head engine (grandprixengines.co.uk)

Two ring die-cast pistons and forged con-rods were used initially but forged pistons with a different profile were experimented with later in the successful search for more power. Results justified Berthon’s original concept of minimising rotating and reciprocating mass with a very ‘over-square’ bore/stroke ratio by the standards of the day to facilitate high RPM.

Up top the four cams ran in 5 roller bearings operating 2 inclined valves per cylinder via inverted tappets. Valve sizes were 1.5625 inch inlet set at 45 degrees from the bore axis, and 1.20 inch exhaust set at 30 degrees. Double valve springs were used and proved effective even at 11000rpm, the valve-gear was designed for a maximum of 13000rpm.

The Lucas new fuel injection system was of the port type, throttle slides were used after early butterfly throttles were tried and rejected. The compression ratio using mandated 100 octane fuel was 11.5:1. The fuel injected works engines claimed 10bhp more than the Weber carbed customer units in the first year. The metering unit was driven by a toothed rubber belt.

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P56 V8 again 1962 first series cross-flow, 2 valve heads. 2 plane crank (grandprixengines.co.uk)

Lucas also provided the transistorised ignition system made necessary by 11000 rpm; a conventional coil setup produced around 400 sparks per second, a magneto 500 whereas the BRM needed 733 sparks per second at 11000 rpm, which the Lucas transistors achieved.

Ignition timing was controlled by pole pieces mounted on the back of the flywheel in conjunction with a magnetic pick-up on the engine backplate. Current was provided by an alternator driven from the right-side inlet cam.

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P56 in Trevor Taylor’s BRP Mk2 BRM, Belgian GP, Spa 1964. 7th in the race won by Clark’s Lotus 25 Climax (Schlegelmilch)

The prototype P56 engine ‘5601’ was assembled at Bourne in June 1961, without starter motor weighing 251 pounds, on 12 July in the Folkingham Aerodrome test house it first burst into life.

A second engine was built and run at Monza, in practice only in 1961. That engine ‘5602’ produced over 184bhp. During 1962 maximum power was 193bhp@10250rpm, the engines dyno curves showed 110@6000, 150@7500, 173@9000 and 190bhp@9750rpm.

At Monza in 1962, Hills victorious P578’s P56 engine achieved 10.6 MPG.

Graham Hill’s 1962 season is briefly covered in this article, click here for the link; https://primotipo.com/2014/10/12/graham-hill-brm-p57-german-gp-1962/

Initially the engines were fitted with separate individual megaphone exhausts raking back at near to vertical on each side but they fatigued during a race and progressively broke. A low level system made its debut at Spa in 1962 but by then the ‘Stackpipe BRM’ label had stuck!

A cross-over exhaust and ‘flat plane crankshaft’ liberated a bit more power as did new Shell low viscosity oils, by February 1963 the works engines gave 200bhp from 9750-10500rpm.

Four valve heads were tried for 1964 but ‘flopped fearfully’. Reversed port two valve heads and between the Vee exhausts at the Italian GP provided 208bhp @10750rpm.

Eventually by filling combustion chambers with weld and re-machining, trial and error stuff engine ‘5618’ produced 220bhp@11750rpm this engine was used by Hill at the 1965 BRDC Trophy and became his regular engine thereafter ‘maxing’ at 222bhp.

For the sake of completeness the ‘P56 engine family’ also includes the P60 used in various capacities for 2 litre sportscar, endurance, Tasman and hillclimbing competition as follows;
1965/6 1880cc, 1966 1916cc, 1966-7 1998cc and 1966-8 2070cc.

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Jackie Stewart heads for the BRM P56 engines last championship GP win in his P261, 22 May 1966 Monaco. He won from Lorenzo Bandini’s Ferrari Dino 246 and teammate Graham Hill’s P261. Majestic Monaco. The BRM P261 was an exquisite, successful, long lived car. It was slippery and quick partially due to power but also the small, beautifully ‘packaged’ engine, its between the Vee exhausts and compact ancillaries allowing the rear cowling which helped it slip thru the air (Schlegelmilch)

Race Record…

The P56 and its big P60 brother was a remarkably long-lived engine at International level, let alone its national level wins.

The engines first International win was in the rear of Graham Hill’s BRM P57 in the 1962 Brussells GP on 1 April, its first Championship GP win the Dutch on 20 May 1962, its last Jackie Stewarts 1966 Monaco GP victory in 1966 amongst the new 3 litre GP cars. Jackie Stewart also scored the engines last International win in taking the Australian GP at Warwick Farm on 19 February 1967 in his BRM P261.

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This is the butt of Jackie Stewart’s BRM P261 ‘2614’ pictured in the Warwick Farm paddock on 19 February 1967, the engines last International win. JYS won the AG Prix  from Clark’s Lotus 33 Climax FWMV V8 and Frank Gardner’s Brabham BT16 Climax FPF. P60 engine now at 2070cc, the ‘weak link’ of the car by then the transmission which was struggling with power and torque for which it was not originally designed in 1.5 litre GP spec  (Mike Feisst)

 

Pedro Rodriguez in the Longford pitlane in 1968- P261’s final race as a works entry (D Cooper)

The engines final entry as a ‘works engine’ was in the back of Pedro Rodriguez’ P261 at the Longford Tasman round in March 1968, he was second to Piers Courage McLaren M4A FVA.

During that period the engine won the ’62 Drivers and Constructors titles with Hill. Hill/BRM were second in both the drivers and constructors titles in ’63 to Clark/Lotus in ’64 to Surtees/Ferrari and in ’65 to Clark/Lotus. The BRM P261 won the 1966 Tasman Championship for Jackie Stewart in a dominant display, BRM won 7 of the 8 rounds.

For the sake of completeness the wins for the engine, note that i have not included heat wins in Non-Championship events, only ‘Finals’, are as below. What comes through strongly is just how much Hill.G’s career was intertwined with this engine and how smart it was to sell the engines to ‘all-comers’.

1962;

Championship; Dutch, German and Italian GP’s , all Hill in BRM P57 chassis

Non-Championship; GP Brussells, Glover Trophy Goodwood, Intl Trophy Silverstone all Hill BRM P57, Crystal Palace Trophy Innes Ireland Lotus 24 BRM, Kanonloppet Karlskoga Masten Gregory Lotus 24 BRM

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Piers Courage, BRM P261, ‘Teretonga International’, the most Southerly race circuit in the world. NZ Tasman 28 January 1967. Piers DNF engine in the race won by Clark’s Lotus 33 Climax, teammate Richard Attwood was 2nd in the other BRM (Ian Peak)

1963;

Championship; South African, Monaco and US GP’s all Hill BRM P57

Non-Championship; Int Trophy and Aintree 200 both Hill BRM P57, Glover Trophy Ireland Lotus 24 BRM, GP Siracuse Siffert Lotus 24 BRM

1964;

Championship; Monaco and US GP’s both Hill in BRM P261

Non-Championship; Daily Mirror Trophy Ireland BRP BRM, GP Mediterraneo Enna Siffert Brabham BT11 BRM, Rand GP Natal Hill Brabham BT11 BRM

1965;

Championship; Monaco and US GP’s Hill, Italian GP Stewart all BRM P261

Non-Championship; Int Trophy Stewart BRM P261, GP Mediterraneo Siffert Brabham BT11 BRM

1966;

Championship; Monaco GP Stewart BRM P261

Tasman; Pukekohe NZGP and Lakeside AGP Hill and Wigram, Teretonga, Sandown and Longford rounds, Stewart all in BRM P261

1967;

Tasman: Pukekohe NZGP and Warwick Farm AGP both Stewart in BRM P261

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Relaxed scene at Longford on the 5 March 1967 Tasman weekend. JYS on the wheel of P261 ‘2614’, Clark’s Lotus 33 Climax alongside. #9 is Spencer Martin’s Brabham BT11A Climax with his car owner Bob Jane the stocky little dude in the drivers suit beside JYS. Nose of Chris Irwin’s P261 ‘2616’ also clear. On raceday Jack Brabham’s BT23A Repco won the ‘South Pacific Trophy’ from Clark and Irwin (Ellis French)

Etcetera…

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BRM P60 power at the Lakeside, Australian Grand Prix Tasman round on 20 February 1966. JYS and Graham lead in BRM P261’s, Clark in Lotus 39 Climax, Gardner’s yellow nosed Brabham BT11A Climax, Jim Palmer’s Lotus 32B Climax, Spencer Martin’s red Brabham BT11A, Leo Geoghegan’s white Lotus 32 Ford 1.5 and the rest. Hill won from Gardner and Clark (History of The AGP)

 

hill 33

Graham Hill’s BRM P60 engined Lotus 33 at the 29 April 1967, BRDC Intl Trophy Silverstone. That’s Damon practicing in cockpit! DNF but fastest lap, the race won by Mike Parkes 3 litre Ferrari 312. Graham had just left BRM for Lotus for the ’67 season but not the P56/60 engine which gave him so much success! Lotus’ engine of choice for ’66 was the BRM H16 but Chapman used the V8’s as a stopgap, the H16 running late; Chapmans Lotus 33’s comprised a 2 Litre Climax engined chassis for Clark and 2070cc P60 BRM engined one for Graham (Getty)

 

(J Saltinstall)

Bibliography…

The bibles on all things BRM are Doug Nyes 3 books, hopefully Vol 4 is not too far away! This article is a précis of Nye’s article on the P56 engine in his seminal, sensational ‘History of the GP Car 1945-65’

Photo Credits…

Rainer Schlegelmilch, The GP Library, Cahier Archive, Ellis French, Mike Feisst Collection & Ian Peak Collection/The Roaring Season, G Howard and Ors ‘History of The Australian GP’, grandprixengines.co.uk, Dennis Cooper Collection, John Saltinstall Collection

Tailpiece: ‘Top Fuel’ Dragster…

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Trevor Taylor’s BRP Mk2 BRM and its P56 V8, Spa 1964. He was 7th, race won by Clark’s Lotus 25 Climax. Interesting that the ‘stackpipe’ exhausts were still being used by BRP this late when the low level exhausts were producing more power (Schlegelmilch)

Trevor Taylor’s BRP Mk2 BRM and its P56 V8, Spa 1964.

Taylor was seventh, the race won by Clark’s Lotus 25 Climax. Its interesting that the ‘stackpipe’ exhausts were still being used by BRP this late when the low level exhausts were producing more power, budgets and all that no doubt.

Finito…

 

pete

(The Cahier Archive)

Well, Mike Spence in any event. His ‘Parnell Racing’ Lotus 25 BRM is ‘in drag’ for filming of John Frankenheimer’s iconic racing film ‘Grand Prix’…

James Garner played Aron, the helmet design that of Chris Amon, Aron drove for the fictional, nascent Japanese ‘Yamura’ team after being booted out of the Jordan BRM team in a crash which took out his teammate ‘Scott Stoddard’.

In the race itself the great British ‘all-rounder’ Spence finished an excellent 5th behind Brabham, Hill, Clark and Stewart…

spence solvers

Mike Spence in his factory BRM P261 on the ‘BRDC Intl Trophy’ grid, Silverstone 29 April 1967. He was 6th in the race won by Mike Parkes’ Ferrari 312. ‘Gedda move on with the start’ seems to be the pose? (unattributed)

Photo Credit: The Cahier Archive